Car-brake



3 Sheets-Sheet 1.

(No Model.)

w. Rf JOHNS.

GAR BRAKE. 7

Patented Dec. 5, 1882.

N. PETERS. Fholo-Mhonnpher, \Vashinglml. D. C.

(No Model.) a sheetssheet 2.

w. R. JOHNS. GAR BRAKE.

No. 268,888. Patented Dec. 5, 1882.

N. PETERS PlwkrLilhcgraphcr. washingwm llc.

3 Sheets-Sheet 3.

w. R. JOHNS.

(No Model.)

GAB. BRAKE.

Patented Dec. 5, 1882.

' UNITED STATES PATENT OFEmE; 5'

VVlLL R. JOHNS, OF ROCKFORD, ILLINOIS.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 268,683, dated December5, 1882.

Application filed May19,1882. (No model.) i

5 State of Illinois, have invented a new and useful Improvement inOar-Brakes, of which the following is a specification.

This invention relates to brakes employed on railroad-cars to engage thewheels to retard the running speed of the train, and relates moreespecially to that class of brakes known as automatic. brakes.

The object of this invention is to provide a brake capable of use forthe purposes of a brake to be operated by the movements of the engine towhich the cars are attached. To accomplish this object I have designedand constructed the brake mechanism represented in the accompanyingdrawings, in connection with portions ofa railroad-car of ordinaryconstruction, all of which will be hereinafter more fully described. a

I In the accompanying drawings, Figure 1 is a plan view ofthe under faceor bottom of a cartruck and a portion of a car mounted thereon,embodying my invention, of which Fig. 2 is a side elevation. Fig. 3 isalso a plan view of the under face or bottom of a car-truck and aportion of a car mounted thereon, in which the draw beam or bar is shownin a different position to thatshown in Fig. 1. Fig. 4 isa lengthwisevertical central section on dotted line 90. Fig. 5 is an isometricalrepresentation of the bottom or under face of-a portion of a car, andFig.6 is an isometrical representation of the spring-bolster of thetruck on which the car is supported. I

In the several figures of the drawings, A represents the outer, and Athe inner, lengthwise beams supporting the floor of the car.

At A is represented a crosswise end beam securely bolted to the upperside of the end portion of the length Wise beams.

At B are represented transverse bearingheams fixed to the under face ofthe lengthwise beams A and A, in position thereon to be about centrallyover the truck-frame when mounted thereon.

At B arerepresen ted metallic bearing-plates fixed to the under face ofthe transverse bearing-beams B, in position to receive thecarrying-rollers of the truck-frame. v

At 0 are'represented short beams placed on ner lengthwise beams, A, towhich they are securely fixe'd.

At 0 is represented a bolster-plate on thecar, for a purpose to behereinafter described.-

At 0 is represented a metallic bar ot' staple or stirrup like form,fitted to embrace the outer ends of the inner lengthwise beams, A, andof the short -beams O, fixed to the under sides of the inner lengthwisebeams, A. This stirrup-formed bar is securely fixed to the lengthwisebeams by sufficient bolts passed through the parts and through thecrosswise end beam, and its foot portions are also bolted to thecrosswise end beam.

the under surface and end portions of the in- At D is representedadraft-beam placed between the inner lengthwise beams, A; and its centerportion is provided with a transverse draw-pin, 71, passed horizontallythrough the i beam and having its projecting ends exte nding through theslots 1), formed in the inner lengthwise beams, A, to receive them, topermit of a free but limited end wise movement of the draft-beam.

At E is represented a draft-head having-its. outer end fitted to receivea suitable draft-link and draft-pin in the-usual manner. This draftheadis placed on the under side of the end portions of the draft-beam D andover the stirrup-formed bar 0. The inner end portion, 0, of thisdraft-head is produced in bar form and extends through a suitableopening in the vertical portion 0 of a guide-bar, F, fixed to the centerdraft-beam, D. i

At a are represented spiral springs placed upon the bar end portion 0 ofthe draft-head, on each side of the guide-bar F, in such a man ner as toproduce a spring draft-head.

At G is represented a portion of the floor of the car, consisting ofsuitable plank fixed to the upper surface of the lengthwise beams in anysuitable manner.

At G is represented a portion of the side thereof.

At H are represented the wheels of the cartruck mounted on theaxle-trees, to which they are securely fixed. The outer ends of theseaxle-trees are fitted in journal form, which receive suitablebox-bearings d. These box-bearings. on each side of the truck, aresuitably separated and are joined and supported in their separatedposition by means of a truss-frame, consisting of the several bars 6, e,and e, suitably joined to each other and to the box-bearlugs.

At I are represented suitable bearing-beams, having their end portionsplaced between the bars of the end truss-frames at the angle-points ofthe bent upper truss-bars, c and e', and are fixed in po ition theretoby means of suitable bolts, which are passed vertieally through theparts. These beams extend crosswise of the trucks parallel with theaxle-trees, and inside of their connection with the truss end frames areprovided with stirrup-links h, which extend through the beamsvertically; and their upper ends are provided with saddle-blocks h,resting upon the upper edge of the beams, and their lower ends receivethe end portions of a bearing-bar, h.

At K is represented a spring supportingbeam havingits ends which receivethe springs, supported on the bearing-bars 71..

Am are represented rubber springs provided with end washe s, 'i, andcenter washers, i, all of suitable cup form.

At L is represented a car-supporting beam, placed between the verticalcross-beams of the truck-frame, having its ends supported on thesprings. I

At are represented rollers employed to support the car-bod y. Theserollers have their journal-snpports in "stud-ears k, which rise from asuitable foot-plate fixed to the upper surface of the car-supportingbeam L, and extend up through suitable guideways formed trally to theupper edges of the bearing-beams I; and this bolster-plate is providedwith a king-bolt, l, of stud form, projecting centrally from its uppersurface. This king-bolt stud is provided with an anti-friction roller,1, of suitable dimensions to enter the elongated slot at in thebolster-plate O on the under side of the car.

The relative position of the supporting-rollers it and the metallicbearing-plates B are such that when the car-body is mounted upon thetrucks with the king-bolt entering the elongated slot, thesupporting-rollers 70 will engage the metallic bearingplat-es B in amanner to support the car-body and permitof an end'wise movement ot'thecar-body on truck, either for ard or rearward, limited by the length ofthe slot, or permit of an independent back-and-forth movement of thetruck under the car, limited by the length of the slot in thebolster-plate on the bottom of the car.

At m are represented brake-bars having their end portions fittedwith'brake-shoes m. These bars are placed between the truckwheelsparallel with the axle-trees, and are suspended to the truck-frame bymeans of links m, by which they are capable of a swinging movement inthe lengthwise direction of the car and are in position to cause thebrakeshoes to engage the periphery of the wheels.

At n is represented a plate-spring having .one of its ends at a fixed tothe brake-bar, and

its free end at a supported on an adjusting screw-bolt, n, by means ofwhich the spring can be adjusted to or from the bar.

At 0 and 0 are represented toggle-jointed levers having one of theirends pivoted to each other, as at 0", producing a hinge-joint. The outerend of the lever 0 has a pivotal connec tion with the central portion ofthe plate-spring n on the brakebar, and the outer end of the lever 0 hasa pivotal connection with the central portion of the brake-bar oppositeto the bar to which the spring is attached.

At 0 is represented a slot formed in the end portion of the lever 0 nearits pivotal connection with the lever 0.

At N is represented a crank-formed lever, consisting of a centralvertical arm,p, alower horizontal or slightly inclined arm, 10, and anupper horizontal or slightly-inclined arm, 1)". The central verticalportioinp, of this lever is supported to oscillate in a suitablebearing, 8, projecting centrally from the vertical side of one ot thevertical crosswise-bearing beams I. Thelower arm, p, of thisleverextendsoverone of the brake-bars,'having its free end provided witha wrist-pin, s, which enters the slot 0 in the toggle-lever 0 near itspivotal connection with the toggle-lever 0. Theupper arm, p, of thislever has its free end made in eye form to receive thewrist-pin t of thecrank P. The shaft t of the crank P is supported to oscillate in asuitable bearing in the central draft beam, D, and isheld in position bymeans ot'a transverse pin, unvhich enters thegroove a, formed in theshaft tot the crank.

From the foregoing it will be seen that theconstruction andarrangementot' my improvements are such that in nse'in starting the carthe draft upon the dralt-head E, by means of its connection with thecenter draft-beam, D, will cause the beam to slide forward under thebody of the car until the transverse draft-pin b'comes in contact withthe forward end of the slot b in the inner lengthwise bea'ms, A, as seenin Fig, 2; and the continued draft will cause the body of the car tomove upon the the end of the car, as shown in Figs. 1 and 2;

and the crank P, the crank-formed lever N, and the toggle-jointed levers0 and 0 will be 5 wheels, when the car will be free to move forward.

When it is desired to retard the movement of the cars or train, or tostop the train, it will only be necessary to reverse the engine, which iaction will operate, through the draft-heads by means of theirconnection with the dratt-beams, to cause the draft-beams to sliderearward under the cars, or, rather,to hold the draft-beams and permitthe cars to move forward over them until the transverse draft-pin b inthe central draft-beam comes in contact with the rear end ofthe slot bin the inner lengthwise beams, A, as shown in Fig. 5. This movement ofthe central draft-beam will cause the crank P, the crank-formed lever N,and the toggle-levers 0 and o to move to their dottedline position, asshown in Fig.5. This action, by means of the toggle-lever connectionwith the brake-bars m. will cause them to separate 2 and pressthebrake-shoes-against the periphcry of the truck-wheels and operate tostop the train.

When it is required to back the train the backward movement of theengine will op- 0 erate to cause the cars to move on their roller-supports rearward 011 the wheeled trucks until the king-bolt stud orthe anti friction roller mounted thereon comes in contact with theforward end of the slot a in the bolsterplate 6 on the car-body, asshown in Fig. 4,

when the truck will be in its nearest position to the end of the cars,as shown in Figs. 3 and 4, and the crank P, the crank-formed lever N,and the togglejointe'd levers 0 and 0 will be 40 in the positionrepresented in the Figs. 3 and 4, and the brake-bars at will also be intheir position, (shown in the samefigures,) and the brake-shoes will bedisengaged from thetruckwheels, when the cars will be free to move 4 5backward.

When it is required to stop the backward movement of the train, thereverse or forward movement of the engine will put theparts in theposition shown in the dotted lines in Figs.

1 and 2 and apply the brakes to stop the train,

and when stopped the same action of the engine will cause the car-bodyto move forward on the roller-supports, and will disengage the brakesand permit the train to move forward, as hereinbefore described.

From the foregoing it will be seen thatI produce an automatic brakeoperated by the forward and backward movementof theengine, and capableof all the requirements of an efiicient brake in the management orhandling of a train of cars. In the foregoing I have employed ananti-friction roller, l, placed upon the stud-formed king-bolt; but thisanti-friction roller may be omitted and a stud-bolt of suitabledimensions may be employed without the roller.

I claim as my invention- 1. The combination, with the brake-bars fittedwith brake-shoes, and a toggle-jointed lever-connection with thebrake-bars, ofa pivoted lever connected with the toggle-join ted levers,and a crank-connection with the endwisemoving draft-beam, substantiallyas and for the purpose hereinbefore set forth.

2. The combination, with adraft-ba-r capable of alimited lengthwisemovement independent of the car-body and with a pivoted lever connectedwith the brakes, of a crank having a pivotal connection with thedraft-beam and with the pivoted lever, substantially as and for thepurpose hereinbefore set forth.

3. The combination, Withthe brake-bar and with the toggle-jointedlevers, of a spring fixed. to the spring-bar, and the toggle-jointedlever having a pivotal connection therewith,andthe spring madeadjustable, substantially as and for the purpose hereinbet'ore setforth.

4. The combination, with the toggle jointed levers having a pivotalconnection with the brakebeams, a pivoted lever having a pivotalconnection with the toggle-jointed levers, of a crank having a pivotalconnection with the draft-beam and with the said pivoted lever, substantially as and for the purpose hereinbefore set forth.

5. The combination, with the brake-bar of a car-truck, of a spring fixedthereto at one end, and being provided at the other with an adjustingdevice connected with the brake-bar, substantially as and for thepurpose hereinbefore set forth.

* WILL n. JoHns.

Witnesses:

JACOB BEHEL,

A. O. BEHEL.

